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Copyright 2008 International Merchant Marine Registry of Belize.All rights reserved.

TITLE PAGE

THE INTERNATIONAL MERCHANT MARINE REGISTRY OF BELIZEIMMARBE

IMMARBE's Code of Standards for Yachtsof 24m or above and 500GT or more

in commercial or private use

(The Super Yacht Code)

July 2008

The International Merchant Marine Tel: 501 223 5026 / 5031 / 5047Registry of Belize (IMMARBE) Fax: 501 223 5048 / 5070 / 5087Suite 204, Marina Towers Email: [email protected] Barracks Website: www.immarbe.comP.O. Box 1765Belize City

Belize, C.A.


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Table of Contents

Version 1 Copyright 2008 International Merchant Marine Registry of Belize. Page 1 of 168All rights reserved.

IMMARBE'S CODE OF STANDARDS FOR YACHTSOF 24 M OR ABOVE AND 500 GT OR MORE

IN COMMERCIAL OR PRIVATE USE(The Super Yacht Code)

TABLE OF CONTENTS

Part A INTRODUCTION Pages

1. General 3

2. Definitions 7

3. Application 16

Part B TECHNICAL STANDARDS

4. Construction and Strength 18

5. Weathertight Integrity 21

6. Water Freeing Arrangements 27

7. Machinery 29

8. Electrical Installations 30

9. Steering Gear 31

10. Bilge Pumping 32

11. Stability 33

12. Freeboard 41

13. Life-saving Appliances 43

14. Fire Safety 49

15. Structural Fire Protection 52

16. Fire Appliances 70

17. Radio 75

18. Navigation Lights, Shapes and Sound Signals 78

19. Navigational Equipment and Visibility from Wheelhouse 79

20. Miscellaneous Equipment 80

21. Anchors and Cables 81


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22. Accommodation 82

23. Protection of Personnel 85

24. Medical Stores 87

25. Shore-ship Transfer of Personnel 100

26. Clean Seas 102

Part C ADDITIONAL TECHNICAL STANDARDS

1.Technical standards for helicopter landing areas and helicopter operatingstandards

103

2. Submersibles 130

3. Open Flame Installations 135

4. Safety Management 137

5. Security 138

6. Guidelines for Sporting and Leisure Activities 139

Part D ADMINISTRATIVE STANDARDS

1. Yacht Registration 141

2. Manning and Personnel Certification 144

3. Survey, Certification, Inspection and Maintenance 156

4. Handover procedure for owners, operators or managers when bareboat/demise chartering a commercial yacht

159

5. Accident Investigation 161

ANNEXES

1. An "Executive Summary" of IMMARBE 162

2. Belize's Maritime Legislation relating to ships registered at IMMARBE 164

3. Relevant International Conventions ratified by Belize 165

4.List of Contributors who assisted in the development of IMMARBE's Code ofStandards for Yachts of 24m or above and 500GT or more in commercial orprivate use

166

5. Relevant Conventions 167


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Part A, Section 1


IMMARBE'S CODE OF STANDARDS FOR YACHTSOF 24 M OR ABOVE AND 500 GT OR MORE

IN COMMERCIAL OR PRIVATE USE(The Super Yacht Code)

PART A - INTRODUCTION

1. General

1.1 IMMARBE has produced this Code in order to address perceived gaps in theinternational regulatory regime which prescribes safety standards for yachts. Atpresent, the standards are not adequately defined for yachts, as pleasure vessels,

and the various categories distinguished by use, size and operational range.Consequently, with the assistance of the contributors listed in Annex 4, IMMARBEhas developed the following Codes:

The Code of Standards for Yachts of 24 m or above and 500 GT or more - TheSuper Yacht Code

The Code of Standards for Yachts of 24 m or above and less than 500 GT-The Large Yacht Code

The Code of Standards for Yachts of less than 24 m-The Small Yacht Code

1.2 By IMMARBE's definitions a yacht may fall in one of two categories: a commercial

yacht or a private yacht.

1.3 This document introduces the Code of Standards for Yachts of 24 m or above and500 GT or more. It was developed as an enhancement of other similar Codes,providing clarifications and expansion in areas where it is deemed necessary. The

standards adopted are considered to be at least equivalent in their effect to thoserequired by all applicable international Conventions. For the abovementionedreasons, we consider that this Code prescribes enhanced standards for this industry.

1.3.1 Scope

This Code addresses enhanced standards for the construction and operation ofcommercial yachts of 24 metres and above in load line length which do not carrycargo or more than 12 passengers, are 500 GT or more but less than 5000 GT andare registered with the International Merchant Marine Registry of Belize (IMMARBE),hereinafter referred to as the "Administration". This Code is mandatory for thiscategory of commercial yacht. However, the Administration strongly encourages its

application to private yachts of this size and may require compliance therewithwhere it deems it to be appropriate.

1.3.2 Technical Standards

These are derived from:

the relevant international Conventions referred to in Annex 3 or equivalentstandards where it is not reasonable or practicable to comply therewith.


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Part A, Section 1


the Code of Practice for the Safety of Large Commercial Sailing and MotorVessels, the large Commercial Yacht Code, hereinafter referred to as LY2,which was developed by the U.K.'s Maritime and Coastguard Agency andreferenced in Part B Section 4-26 hereof.

Consequently, owner(s), operator(s) or manager(s) of yachts seeking compliance

with this Code have the following options: They may request our Administration to authorize the U.K.'s MCA to conduct

all or certain surveys on our behalf;and/ or,

They may appoint an Authorized Classification Society approved by us to

conduct all or certain surveys on our behalf;or,

They may appoint an individual Authorized Surveyor to conduct the surveys onour behalf.

Although this Code has adopted the technical standards of the LY2 Code, it does notfollow that a yacht registered by another Administration which has also applied the

LY2 Code will be automatically accepted in our Registry. Such a yacht will only beaccepted after satisfactory survey by our Administration in order to ensure that itmeets all our requirements, interpretations and national regulations. The same will

be the case for yachts leaving our Registry and transferring to another Registrywhich applies the LY2 Code.

We have incorporated the LY2 Code as a basis for our technical requirements for the

commercial yachts to which this Code applies because we are of the view that, inthe absence of applicable international Conventions, it is in the best interests of theindustry that there be consistency and uniformity in minimum technical standards,particularly for the construction of such yachts worldwide.

Although the technical content of those LY2 standards which we have incorporatedremains unaltered, we have inserted some clarifications and additions thereto.Furthermore, where the requirements of the LY2 Code are not referenced withinthis Code, the technical quality standards promulgated by IMMARBE apply. Thesemay be found in our Codes of Standards for Yachts, our maritime legislation andregulations issued by Statutory Instruments and by Merchant Shipping Noticesissued by IMMARBE from time to time. If any doubt arises as to the applicablestandard(s), a written application for clarification may be submitted to IMMARBE.

1.3.3 IMMARBE's Additional Technical Standards

These are contained in Part C Sections 1-6.

1.3.4 Administrative Standards

These are contained in Part D Sections 1-5.

Upon satisfactory completion of the surveys and inspections in compliancewith the standards required by this code, a yacht will be issued with thecorresponding certification required by the international Conventions andIMMARBE's regulations/ administrative procedures.


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Part A, Section 1


The requirements for yacht registration under Part D Section 1 includeimportant provisions for insurance, both in respect of hull and machinery ofthe yacht itself and other equipment carried thereon e.g. jet skis etc. as wellas third party liability including all persons who are part of the yacht's

complement onboard and in respect of any sporting activities in which anypersons onboard may engage. These are mandatory for yachts in commercial

use and highly recommended for those in private use. In the interests of safety and compliance with any applicable national, regional

and international regulations, as well as the protection of the environment, wehave developed basic Guidelines for Sporting and Leisure activities, thushighlighting the importance of conducting such activities in a safe andcompliant manner. These Guidelines referred to in Part C Section 7 are notintended to be comprehensive but give basic guidance for some of theseactivities e.g. sport fishing, scuba diving and snorkeling, para-sailing, jet skis,water skiing, alcoholic drinks, barbecues.

N.B. In determining the appropriate Standards, this Code encourages the use ofrisk assessment by appropriately qualified and experienced experts in the

relevant field. Also, the Administration may approve equivalent standardsand/ or vary the standards and/or grant exemptions wherever it considersappropriate to do so in accordance with the provisions of Part A Sections 3.3and 3.4.

1.3.5 Annexes

Reference documents are contained in the Annex Sections 1-3.

1.4 It is recognized that this Code may need to be revised from time to time in the lightof the experience gained in its application and new developments in the industry.IMMARBE will publish such revisions on its website and will also notify the owners,

operators and the managers of its registered yachts accordingly.

1.5 The attention of owners, operators, managers and masters is drawn to the fact thatin addition to the obligation to comply with this Code and IMMARBE's/Belize'smaritime laws/regulations, they also need to adhere at all times to any localauthority licensing and any other regulatory requirements which are applicable inthe area of operation as well as to good seamanship practice.

1.6 Wherever this Code requires equipment to be manufactured to a recognizedstandard, the Administration may accept existing equipment which can be shown tobe of an equivalent standard which does not increase the risk to the yacht, its crew

and passengers. However, when such equipment is replaced, the replacementshould conform to the standard required by the Code.

1.7 IMMARBE has notified the International Maritime Organisation of this Code and itsapplication to pleasure vessels engaged in trade as an equivalent arrangement underthe provisions of Article 8 of the International Convention on Load Lines 1966,Regulation I-5 of the International Convention on Safety of Life at Sea, and Article 9of the International Convention on Standards of Training Certification andWatchkeeping for Seafarers 1978 as amended.


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Part A, Section 1


1.8 IMMARBE's Quality Management System has been certified by an accredited body ofthe United States' ANSI - ASQ National Accreditation Board (ANAB) in accordancewith the Quality System Standard ISO 9001-2000. The scope of IMMARBE'scertification encompasses ship registration, endorsement certification of seafarers,

statutory certification and fishing vessel administration. The provisions ofIMMARBE's Codes of Standards for Yachts have been incorporated into its QualityManagement System.

1.9 Hyperlinks have been used to assist users to locate relevant parts of relatedlegislation. Due to the manner in which the legislation is produced, users may havemove down the page a short way to the specific regulation. The full text of theoriginal documents should be studied before making any decision based on thoseregulations.


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Part A, Section 2


2. Definitions

Note where a definition is not given within this Code, guidance should be taken frommeanings given within the International Conventions.

"Administration" with regard to this Code means the International Merchant Marine Registryof Belize hereinafter referred to as "IMMARBE" or any organization or person formallyauthorized or appointed by IMMARBE to represent or act on its behalf.

Aiming Circle (touchdown/positioning marking). The aiming point for a normal landing, sodesigned that the pilots seat can be placed directly above it in any direction with assuredmain and tail rotor clearances.

"Approved" in respect to materials or equipment means approved by the Administration orapproved by an Administration or organisation which is formally recognised by the

Administration.

"Assigning Authority" means the Administration (IMMARBE) or Authorized ClassificationSociety or Recognized Organization or authorized surveyor acting on behalf of the

Administration in relation to the enforcement of the provisions of the Load Line Convention((ILLC).

Authorised Classification Society means a non-governmental organization or group ofprofessionals, ship surveyors and representatives of offices that promote the safety &protection of the environment of ships and offshore structures that is authorized by the

Administration to ensure that the yacht is built to the Code and Convention requirements.These may be members of the International association of Classification Societies (IACS) andmay also Recognised Organisations as defined in this Code. A list of such ClassificationSocieties is shown on www.immarbe.com/yachts/recognizedorganizations.html .

"Authorised surveyor" means a surveyor who by reason of professional qualifications,practical experience and expertise is authorised by the Administration to carry out the surveyrequired for the yacht. A list of such surveyors is to be found onwww.immarbe.com/yachts/authorizedsurveyors.html

Aviation Inspection Body means a body to which the Administration has delegated theresponsibility of inspecting helicopter landing areas. A list of such approved Bodies is to befound on www.immarbe.com/yachts/aviationinspectionbodies.html . The verification processwill include inspection, certification and, where necessary, the application of appropriateoperational limitations.

"Buoyant lifeline" means a line complying with the requirements of the IMO InternationalLife-Saving Appliances Code.

"Cargo" means an item(s) of value that is carried from one place and discharged at anotherplace and for which either a charge or no charge is made and is not for use exclusivelyonboard the vessel.

"Commercial yacht" means a yacht which is engaged in trade, commerce, on charter orcarrying passengers for hire and is described in the register and on the Certificate of Registryas a "commercial yacht". With respect to the Conventions, a commercial yacht is a pleasurevessel engaged in trade. A pleasure vessel engaged in trade may carry up to 12 persons asguests.


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Part A, Section 2


"Control stations" are those spaces in which the ship's radio or main navigating equipment orthe emergency source of power are located or where the fire recording or fire controlequipment is centralized.

D-Value. The largest overall dimension of the helicopter when rotors are turning. This

dimension will normally be measured from the most forward position of the main rotor tippath plane to the most rearward position of the tail rotor tip path plane (or the mostrearward extension of the fuselage in the case of Fenestron or Notar tails).

D-Circle. A circle, usually imaginary unless the helicopter landing area itself is circular, thediameter of which is the D-Value of the largest helicopter the landing area is intended toserve. This will not be the case for landing areas of less than 1D width. For landing areas ofless than 1D width, the edges of the imaginary D circle, may extend beyond the edge of the

load bearing area by up to 0.085D on either side at the mid point.

"Efficient" in relation to a fitting, piece of equipment or material means that all reasonableand practicable measures have been taken to ensure that it is suitable for the purpose forwhich it is intended to be used.

"Embarkation ladder" means a ladder complying with the requirements of the IMOInternational Life-Saving Appliances Code.

"Emergency source of electrical power" is a source of electrical power, intended to supply theemergency switchboard in the event of failure of the supply from the main source ofelectrical power.

"Emergency switchboard" is a switchboard which in the event of failure of the main electrical

power supply system is directly supplied by the emergency source of electrical power or thetransitional source of emergency power and is intended to distribute electrical energy to theemergency services.

"EPIRB" means a satellite emergency position-indicating radio beacon, being an earth stationin the mobile-satellite service, the emissions of which are intended to facilitate search andrescue operations, complying with performance standards adopted by the IMO contained inthe applicable Resolutions, or any Resolution amending or replacing these from time to timeand which is considered by the Administration to be relevant, and is capable of:(a) floating free and automatically activating if the ship sinks,(b) being manually activated; and(c) being carried by one person.

"Existing yacht" means any yacht, the keel of which was laid or the construction or lay upwas started before the 1st June 2008.

"Float-free launching" means that method of launching a liferaft whereby the liferaft is

automatically released from a sinking ship and is ready for use, complying with therequirements of the IMO International Life-Saving Appliances Code.

FOD means Foreign Object Debris.


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Part A, Section 2


"Freeboard" has the meaning given in annex I of ICLL. The freeboard assigned Is thedistance measured vertically downwards amidships from the upper edge of the deck line tothe upper edge of the related load line.

"Freeboard deck" has the meaning given in annex I of ICLL. The freeboard deck is normallythe uppermost complete deck exposed to the weather and sea, which has permanent means

of closing all openings in the weather part thereof, and below which all openings in the sidesof the yacht are fitted with permanent means of watertight closing.In a yacht having a discontinuous freeboard deck, the lowest line of the exposed deck andthe continuation of that line parallel to the upper part of the deck is taken as the freeboard

deck.At the option of the owner and subject to the approval of the Administration, a lower deckmay be designated as the freeboard deck provided it is a complete and permanent deckcontinuous in a fore and aft direction at least between the machinery space and peak

bulkheads and continuous athwart ships.When a lower deck is designated as the freeboard deck, that part of the hull which extendsabove the freeboard deck is treated as a superstructure so far as concerns the application ofthe conditions of assignment and the calculation of freeboard. It is from this deck that thefreeboard is calculated.

"Garbage" means all kinds of victual, domestic and operational waste excluding fresh fishand parts thereof, generated during the normal operation of the yacht and liable to bedisposed of continuously or periodically, except sewage originating from yachts.

"Hazardous space" means a space or compartment in which combustible or explosive gasesor vapours are liable to accumulate in dangerous concentrations.

Hours of work are defined as those when a seafarer is at his employers disposal and

carrying out their duties or activities.

ICAO. International Civil Aviation Organization.

"ICLL" means the International Convention on Load Lines, 1966, as amended.

"IMO" means the International Maritime Organisation, a specialised agency of the UnitedNations devoted to maritime affairs.

"Inflatable lifejacket" means a lifejacket complying with the requirements of the IMOInternational Life-Saving Appliances Code.

Jet A1 Fuel. Also known as kerosene. It is used as a fuel for modern jet and turbopropengines. It consists primarily of hydrocarbon compounds, but other additives are present toincrease safety. International regulations stipulate uniform standards for the quality and

composition of kerosene.

Landing Area. A generic term referring to any area primarily intended for the landing ortake-off of aircraft.

"Instructions for on-board maintenance" means the instructions complying with therequirements of SOLAS III/Part B Life Saving Appliances and Arrangements, Regulation 36.


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Part A, Section 2


"Launching appliance" means a provision complying with the requirements of the IMOInternational Life-Saving Appliances Code for safely transferring a lifeboat, rescue boat, orliferaft respectively, from its stowed position to the water and recovery where applicable.

"Length" means 96% of the total length on a waterline of a ship at 85% of the leastmoulded depth measured from the top of the keel, or the length from the fore-side of the

stem to the axis of the rudder stock on that waterline, if that be greater. In ships designedwith a rake of keel the waterline on which this is measured shall be parallel to the designedwaterline.

"Lifeboat" means a lifeboat complying with the requirements of the IMO International Life-Saving Appliances Code.

"Lifebuoy" means a lifebuoy complying with the requirements of the IMO International Life-

Saving Appliances Code.

"Lifejacket" means a lifejacket complying with the requirements of the IMO InternationalLife-Saving Appliances Code.

"Liferaft" means a liferaft complying with the requirements of the IMO International Life-Saving Appliances Code.

"Line throwing appliance" means an appliance complying with the requirements of the IMOInternational Life-Saving Appliances Code.

LOS Limited Obstacle Sector. The 150 sector within which obstacles may be permitted,provided the height of the obstacles is limited.

"Low flame spread" means that the surface thus described will adequately restrict the spreadof flame, this being determined to the satisfaction of the Administration by an establishedprocedure.

"Machinery spaces" are all machinery spaces of category A and all other spaces containingpropelling machinery, boilers, oil fuel units, steam and internal combustion engines,generators and major electrical machinery, oil filling stations, refrigerating, stabilizing,ventilation and air conditioning machinery, and similar spaces, and trunks to such spaces.

"Machinery spaces of category A" are those spaces and trunks to such spaces which contain:

(a) internal combustion machinery used for main propulsion; or

(b) internal combustion machinery used for purposes other than main propulsion wheresuch machinery has in the aggregate a total power output of not less then 375Kw; or

(c) any oil-fired boiler or oil fuel unit;

"Main source of electrical power" is a source intended to supply electrical power to the mainswitchboard for distribution to all services necessary for maintaining the ship in normal

operation and habitable condition.

"Main switchboard" is a switchboard which is directly supplied by the main source ofelectrical power and is intended to distribute electrical energy to the ship's services.


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Part A, Section 2


"Main vertical zone" means those sections into which the hull, superstructure anddeckhouses are divided by A class divisions, the mean length of which on any deck does notnormally exceed 40 metres.

Merchant Shipping Notices" are directives issued by IMMARBE to all parties concerned inorder to give full effect to the implementation of the provisions of international instruments

ratified, acceded or adhered to by Belize and other applicable national laws and regulations.

"MARPOL" means the International Convention for the Prevention of Pollution from Ships,1973, as amended.

"Mile" means a nautical mile of 1852 metres.

"Motor yacht" means a yacht, whether a commercial yacht or a private yacht, which is

described in the register and on the certificate of registry as such, and which has a solemeans of propulsion either one or more power units.

"Multihull yacht" means any yacht, whether a commercial yacht or a private yacht", which inany normally achievable operating trim or heel angle, has a rigid hull structure whichpenetrates the surface of the sea over more than one separate or discrete area.

"New yacht" means a vessel, whether a commercial or a private acht, to which this Codeapplies, the keel of which was laid or the construction or lay up was started on or after the1st June 2008.

"Not readily ignitable" means that the surface thus described will not continue to burn formore than 20 seconds after removal of a suitable impinging test flame.

OFS. Obstacle-Free Sector. The 210 sector, extending outwards to a distance that willallow for an unobstructed departure path appropriate to the helicopter that the landing areais intended to serve, within which no obstacles above helideck level are permitted.

"Operator" means a person(s) or a company, other than the owner or the immediate familyof the owner, that is a bareboat/ demise charterer or is otherwise paying the expenses forthe operation of a yacht either wholly or in part.

"Owner(s), operator(s) or manager(s)" means the registered owner(s), operator(s) or themanager(s), as the case may be, authorized to act on behalf of the registered owner(s). Inthe case of a yacht meeting the requirements of the ISM Code, this also includes the

Company as defined within that Code.

"Passenger" means any person carried in a ship except:

(a) a person employed or engaged in any capacity on board the ship on the business of

the ship.(b) a person on board the ship either in pursuance of the obligation laid upon the

master to carry shipwrecked, distressed or other persons, or by reason of anycircumstances that neither the master nor the owner nor the charterer (if any) couldhave prevented; and

(c) a child under one year of age;


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Part A, Section 2


"Person employed or engaged in any capacity on board the vessel on the business of thevessel" may reasonably include:.1 bona-fide members of the crew over the minimum school leaving age (about

16years) who are properly employed on the operation of the vessel;.2 person(s) employed either by the owner or the charterer in connection with

business interests and providing a service available to all passengers; and

.3 person(s) employed either by the owner or the charterer in relation to socialactivities on board and providing a service available to all passengers.With reference to .2 and .3 above, such persons should be included in the crew list requiredfor the vessel, should have received on board familiarisation training as required by STCW,

and should not be assigned duties on the muster list.

"Passenger ship" means a ship carrying more than 12 passengers.

"Person" means a person over the age of one year.

"Private Yacht" means(a) any yacht which at the time it is being used is:

(i) (aa) in the case of a yacht wholly owned by an individual or individuals, used onlyfor the sport or pleasure of the owner or the immediate family or friends of theowner; or

(bb) in the case of a yacht owned by a body corporate, used only for sport orpleasure and on which the persons on board are employees or officers of thebody corporate, or their immediate family or friends; and

(ii) on a voyage or excursion which is one for which the owner does not receive moneyfor or in connection with operating the yacht or carrying any person, other than as acontribution to the direct expenses of the operation of the yacht incurred during thevoyage or excursion; or

(b) any yacht wholly owned by or on behalf of a members' club formed for the purposeof sport or pleasure which, at the time it is being used, is used only for the sport orpleasure of members of that club or their immediate family, and for the use of

which any charges levied are paid into club funds and applied for the general use ofthe club; and

(c) in the case of any yacht referred to in paragraphs (a) or (b) above no otherpayments are made by or on behalf of users of the yacht, other than by the owner.In this definition "immediate family" means-in relation to an individual, the husbandor wife of the individual, and a relative of the individual or the individual's husbandor wife; and "relative" means brother, sister, ancestor or lineal descendant;

"Position 1" means upon exposed freeboard and raised quarter decks, and upon exposedsuperstructure decks situated forward of a point located a quarter of the yacht's length fromthe forward perpendicular.

"Position 2" means upon exposed superstructure decks situated abaft a quarter of theyachtss length from the forward perpendicular.

"Radar transponder" means a radar transponder for use in survival craft to facilitate locationof survival craft in search and rescue operations.

"Recess" means an indentation or depression in a deck and which is surrounded by the deckand has no boundary common with the shell of the yacht.


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Part A, Section 2


"Recognized Organization" means an organization recognized by the Administration toperform statutory work on its behalf in accordance with IMO Resolution A.739(18) and

A.789(19). A list of such Recognized Organizations is shown onwww.immarbe.com/yachts/recognizedorganizations.html .

Recognised standard means a standard which has been accepted by IMMARBE as meeting

the requirements of a specific section within the Code. A list of such standards can be foundon the IMMARBE web site.

"Rescue boat" means a boat complying with the requirements of the IMO International Life-

Saving Appliances Code and designed to rescue persons in distress and for marshallingliferafts.

"Retro-reflective material" means a material which reflects in the opposite direction a beam

of light directed on it.

Rocket parachute flare" means a pyrotechnic signal complying with the requirements of theIMO International Life-Saving Appliances Code.

"Safe haven" means a harbour or shelter of any kind which affords entry, subject toprudence in the weather conditions prevailing, and protection from the force of the weather.

"Sailing yacht" means a yacht, whether a commercial or a private yacht, which is designed tocarry sail, whether as a sole means of propulsion or as a supplementary means.

"Side scuttle" means an ISO standardized type of opening hinged or non-opening round theyacht's window with or without deadlight (ISO 6345:1990).

Seafarer", is defined as a person employed or engaged in any capacity on the yacht andshould be taken to mean any person employed either directly by a owner/operator orthrough a manning agency, whose usual place of work is on the yacht and includes the

master, officers, crew members, and catering, salon and hotel staff.

"Self-activating smoke signal" means a signal complying with the requirements of the IMOInternational Life-Saving Appliances Code.

"Self-igniting light" means a light complying with the requirements of the IMO InternationalLife-Saving Appliances Code.

SLA. Safe Landing Area. The area bounded by the perimeter line and perimeter lighting.The construction of the OFS and LOS segments (see below) should ensure that the mainrotor will not risk conflict with obstacles when the nose of the helicopter is butted-up to, butnot projecting over, the perimeter line. Thus the pilot, when landing in unusual

circumstances, has confidence that he can touch down provided that all wheels are withinthe SLA and the nose of the helicopter is not projecting over the nearest perimeter line

ahead. However, only correct positioning over the aiming circle (see Aiming Circle above)will ensure proper clearance with respect to physical obstacles, provision of ground effect,and provision of adequate passenger access/egress.

SOLAS" means the International Convention of Safety of Life at Sea, 1974, as amended.


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Part A, Section 2


"SOLAS A pack" means a liferaft emergency pack complying with the requirements of theIMO International Life-Saving Appliances Code.

"SOLAS B pack" means a liferaft emergency pack complying with the requirements of theIMO International Life-Saving Appliances Code.

"Standard fire test" means a test in which specimens of the relevant bulkheads, decks orother constructions are exposed in a test furnace by a specified test method in accordancewith the IMO Fire Test Procedures Code.

Submersible means a self-propelled craft capable of carrying personnel and/or passengerswhile operating underwater, submerging, surfacing and remaining afloat. Internal pressureis normally maintained at or near one atmosphere. A submersible will normally have limitedmobility and is transported to its area of operation by a surface vessel. In addition, a

submersible is not totally autonomous. It may rely on a support facility or vessel forcharging of batteries, high pressure air, high pressure oxygen replenishment, or all of these.

"Superstructure" has the meaning given in annex I to ICLL.

"Survival craft" means a craft capable of sustaining the lives of persons in distress from thetime of abandoning the ship.

"Trainee"A trainee SHALL:1. Be engaged for the sole purpose of:

(a) Obtaining instruction in the principles of responsibility, resourcefulness, loyaltyand team endeavour; and/or

(b) Instruction in navigation and seamanship, marine engineering or other

shipboard related skills.

2. Be considered to form part of a trainee voyage crew'; and3. Participate in the operation of the yacht to the best of his or her ability.

A trainee SHALL NOT:(a) Be part of the crew for the purpose of safe manning or have any safety critical

duties;(b) Have any employment contract or any employment relationship with the

owner or operator of the yacht;(c) Receive any remuneration for his/her activities on board;(d) Be considered to be a seaman or seafarer; and

(e) Be considered as a passenger*.

*Note the fact that a trainee(s) may contribute towards the cost of their welfare whilst onboard should not imply that they are passengers.

The minimum age of trainees is 16.

"Training manual" with regard to life-saving appliances means a manual complying with therequirements of SOLAS III/Part B Life Saving Appliances and Arrangements, Regulation 35.

"Two-way VHF radiotelephone set" means a portable or a fixed VHF installation for survivalcraft complying with the performance standards adopted by the IMO contained in A.762(18)or any applicable Resolution or any Resolution amending or replacing it which is consideredby the Administration to be relevant from time to time.


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Part A, Section 2


"Vessel" for the purposes of this Code means a commercial or a private yacht.

"Voyage" includes an excursion.

"Watertight" means capable of preventing the passage of water in any direction.

"Weather deck" means the uppermost complete weather tight deck fitted as an integral partof the yacht's structure and which is exposed to the sea and weather.

"Weathertight" has the meaning given in annex I of ICLL. Weathertight means that in any

sea conditions water will not penetrate into the ship.

"Wheelhouse" means the control position occupied by the officer of the watch who isresponsible for the safe navigation of the yacht.

"Window" means a ship's window, being any window, regardless of shape, suitable forinstallation aboard ships.

Yacht means a yacht primarily used for cruising and leisure activities. It may be one oftwo categories - a "commercial yacht" or a "private yacht".


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Part A, Section 3


3. Application

3.1 General

This Code applies to a motor or sailing yacht of 24 metres in load line length and over or, if

built before 21 July 1968, which is of 150 tons gross tonnage and over and which, at thetime, is a Commercial yacht which is used for pleasure and carries no cargo and no morethan 12 passengerson a voyage or excursion.

This Code applies to commercial yachts, monohull as well as multihull, which are used forpleasure, being pleasure vessels "engaged in trade" for the purpose of Article 5 - Exceptions- of the International Convention on Load Lines, 1966 (ICLL), which are 24 metres in loadline length and over or, if built before 21 July 1968, 150 gross tons and over according to thetonnage measurement regulations applying at that date and which do not carry cargo and donot carry more than 12 passengers.

This Code only applies to commercial yachts of more than 500 GT and less than 5000GT.However, it may be applied to private yachts. The owners of private yachts are herebyencouraged to conform to the standards of this Code as far as practicable and reasonable so as to ensure their safe operation.

This Code applies to commercial Yachts as defined herein which are registered at IMMARBE.

Any provision of this Code expressed in the conditional (i.e. "should") shall be a requirement.

3.2 Area of Operation

In general, requirements given within this Code are based on unrestricted geographicaloperation unless specifically stated otherwise.

3.3 Equivalent Standards, Exemptions and Existing Yachts

Proposals for the application of alternative standards considered to be at least equivalent tothe requirements of this Code should be submitted to the Administration for approval.Equivalence may be achieved by incorporating increased requirements to balancedeficiencies and thereby achieve the overall safety standard. Equivalence may take intoaccount other Codes already approved by the Administration.

3.4 Exemptions

Exemptions are granted only by the Administration.

Applications for exemption should be made to the Administration and be supported byjustification for the exemption. For example, Owners may apply for exemption(s) based onmaterial factors such as restricted geographical operation e.g. to enclosed seas or lakes.

The granting of exemptions will be limited by the extent to which international conventionsallow and should be regarded as exceptional.


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Part A, Section 3


3.5 Existing yachts

In the case of an existing yacht which does not comply fully with the Code safety standardsbut for which the Code standards are reasonable and practicable, the Administration will giveconsideration to a proposal from the owner(s)/ operator(s)/ manager(s) to phase inrequirements within an agreed time scale not exceeding 24 months.

When an existing yacht does not meet the Code standard for a particular feature and it canbe demonstrated that compliance is neither reasonable nor practicable, proposals foralternative arrangements should be submitted to the Administration for approval. In

considering individual cases, the Administration should take into account the yacht's servicehistory and any other factors which are deemed to be relevant to the standard which can beachieved.

Generally, repairs, alterations and refurbishments should comply with the standardsapplicable to a new yacht.

3.6 Effective Date

This Code is effective as of 1st June 2008.

3.7 Responsibility

It is the responsibility of the owner, operator or manager to ensure that a yacht to which thisCode applies, is maintained, surveyed and operated in compliance therewith.

3.8 Interpretation

Where a question of interpretation of any part of this Code arises which cannot be resolvedby a delegated authority and the owner(s)/operator(s)/manager(s) for a yacht, a decision onthe interpretation may be obtained on written application to Administration.

3.9 Updating the Code

The requirements of this Code will be reviewed and, if necessary revised, by theAdministration as it is deemed appropriate. All interested parties will be informed of anychanges by IMMARBE. Questions, comments and observations should be addressed toIMMARBE.


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Part B, Section 4


PART B - IMMARBE'S TECHNICAL STANDARDS

The technical requirements in this Part B reflect those of the U.K.'s Large Commercial YachtCode (LY2).

4. Construction and Strength

The purpose of this section is to ensure that all yachts to which this Code applies areconstructed to a consistent standard in respect of strength and watertight integrity. New

yachts are to be built to the requirements of one of the authorised Classification Societiesand issued with a Class Certificate. Existing yachts which are not already Classed should betaken into Class. The extent of the watertight bulkheads defined in Section 4.3 is to ensurethat sufficient buoyancy is maintained by the yacht to meet the damaged stability

requirements of Section 11.

4.1 General Requirements

4.1.1 All yachts should have a freeboard deck.

4.1.2 All yachts should be fitted with a weather deck throughout the length of the yachtand be of adequate strength to withstand the sea and weather conditions likely to beencountered in the declared area(s) of operation.

4.1.3 The declared area(s) of operation and any other conditions which restrict the use ofthe yacht at sea should be recorded on the load line certificate issued to the yacht.

4.1.4 The choice of hull construction material affects fire protection requirements, forwhich reference should be made to section 14.

4.2 Structural Strength

4.2.1 For unlimited operation, all yachts must be classed.

4.2.2 Attention should be paid to local or global hull strength requirements for theprovision of ballast.

4.3 Watertight Bulkheads

Section 11 of the Code deals with subdivision and damage stability requirements

which will determine the number and positioning of watertight bulkheads definedbelow.

4.3.1 Watertight bulkheads should be fitted in accordance with the followingrequirements..1 The strength of watertight bulkheads and their penetrations, and watertight

integrity of the division should be in accordance with the requirements of oneof the Authorised Classification Societies.


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Part B, Section 4


.2 Generally, openings in watertight bulkheads should comply with the standardsrequired for passenger vessels, as defined in SOLAS regulations II-1,Regulation 15.

.3 Approved hinged doors may be provided for infrequently used openings inwatertight compartments, where a crew member will be in immediateattendance when the door is open at sea. Audible & visual alarms should be

provided in the wheelhouse..4 Procedures for the operation of watertight doors should be agreed with theAdministration and posted in suitable locations. Watertight doors should benormally closed, with the exception of sliding watertight doors providing the

normal access to frequently used living and working spaces. Additionallywhen an access is unlikely to be used for lengthy periods, the door shouldalso be closed. All watertight doors should be operationally tested before aship sails and once a week.

4.4 Enclosed Compartments within the Hull and below the Freeboard Deckprovided with Access through Openings in the Hull

4.4.1 Compartment(s) below the freeboard deck, provided for recreational purposes, oilfuelling/fresh water reception or other purposes to do with the business of the yachtand having access openings in the hull, should be bounded by watertight divisionswithout any opening (i.e. doors, manholes, ventilation ducts or any other opening)separating the compartment(s) from any other compartment below the freeboarddeck, unless provided with sliding watertight doors complying with 4.3.1.

4.4.2 Openings in the hull should comply with SOLAS regulation II-1/25-10 ExternalOpenings in Cargo Ships. Provision should be made to ensure that doors may be

manually closed and locked in the event of power or hydraulic failure.

4.5 Rigging on Sailing Yachts

4.5.1 General

The condition of the rig should be monitored in accordance with a plannedmaintenance schedule. The schedule should include, in particular, regularmonitoring of all the gear associated with safe work aloft and on the bowsprit (see23.3).

4.5.2 Masts and spars

4.5.2.1 Dimensions and construction materials of masts and spars should be in accordance

with the requirements or recommendations of one of the Classification Societiesreferred to in 4.3.1.1 or a recognised national or international standard.

4.5.2.2 The associated structure for masts and spars (including fittings, decks and floors)should be constructed to effectively carry and transmit the forces involved.


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Part B, Section 4


4.5.3 Running and standing rigging

4.5.3.1 Wire rope used for standing rigging (stays or shrouds) should not be flexible wirerope (fibre rope core).

4.5.3.2 The strength of all blocks, shackles, rigging screws, cleats and associated fittings

and attachment points should exceed the breaking strain of the associated runningor standing rigging.

4.5.3.3 Chainplates for standing rigging should be constructed to effectively carry and

transmit the forces involved.

4.5.4 Sails

4.5.4.1 Adequate means of reefing or shortening sail should be provided.

4.5.4.2 All other yachts should either be provided with separate storm sails or have specificsails designated and constructed to act as storm canvas.

4.6 Lifting Equipment

4.6.1 All fixed lifting equipment, including strong points, cranes, beams, personal andnon-personal elevators and all portable lifting equipment should be tested andinspected in accordance with the requirements of the Authorised ClassificationSociety or an organization approved by the Administration to a national orinternational standard and at intervals approved by the Administration.

4.6.2 Where the rules of the Classification Society or approved organization do not clearlyaddress the type of lifting equipment, the methods and intervals of test should beagreed by the Administration.


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Part B, Section 5


5. Weathertight Integrity

This section is intended to outline standards to be achieved for weathertight integrity. As faras is practicable, the standards of the 1966 ICLL are to be adhered to. However, dueconsideration may be given to arrangements that provide an equivalent level of safety inrespect of the risks of down flooding and green sea loading.

Virtual Freeboard Deck

For the purposes of this section only, where actual freeboard to the weather deck exceeds

that required by ICLL 66 by at least one standard superstructure height, openings on thatdeck, abaft of the forward quarter, may be assumed to be in position 2. This is to be taken,unless otherwise stated, as defined in ICLL 66.For yachts up to 75m load line length, a standard superstructure height is to be taken as

1.8m. For yachts over 125m load line length, this is to be taken as 2.3m. Superstructureheights for yachts of intermediate lengths should be obtained by interpolation.

5.1 Hatchways and Skylight Hatches

5.1.1 General requirements

5.1.1.1 All openings leading to spaces below the weather deck not capable of being closedweathertight, must be enclosed within either an enclosed superstructure or aweathertight deckhouse of adequate strength meeting with the requirements of theLoad Line Assigning Authority.

5.1.1.2 All exposed hatchways which give access from position 1 and position 2 are to be of

substantial weathertight construction and provided with efficient means of closure.Weathertight hatch covers should be permanently attached to the yacht andprovided with adequate arrangements for securing the hatch closed.

5.1.1.3 Hatches which are designated for escape purposes should be provided with coverswhich are to be openable from either side and in the direction of escape they are tobe openable without a key. All handles on the inside are to be non removable. Anescape hatch should be readily identified and easy and safe to use, having dueregard to its position.

5.1.2 Hatchways which are open at sea

In general, hatches should be kept closed at sea. However, hatchways which maybe kept open for access at sea are to be as small as practicable (a maximum of 1square metre in clear area), and fitted with coamings of at least 300mm in height in

positions 1 and 2. Hatchways should be as near to the centreline as practicable,especially on sailing yachts. Covers of hatchways are to be permanently attached to

the hatch coamings and, where hinged, the hinges are to be located on the forwardside.


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Part B, Section 5


5.2 Doorways and Companionways

5.2.1 Doorways located above the weather deck

5.2.1.1 External doors in deckhouses and superstructures that give access to spaces belowthe weather deck are to be weathertight and door openings should have coaming

heights of at least: Location Height

A 600 mm

B 300 mm

C 150 mm

Location A The door is in the forward quarter length of the yacht and isused when the yacht is at sea.

Location B The door is in an exposed forward facing location aft of theforward quarter length.

Location C The door is in a protected location aft of the forward quarterlength, or an unprotected door on the first tier deck above the

weather deck.

5.2.1.2 Weathertight doors should be arranged to open outwards and when located in ahouseside, be hinged at the forward edge. Alternative closing arrangements will be

considered providing it can be demonstrated that the efficiency of the closingarrangements and their ability to prevent the ingress of water will not impair thesafety of the yacht.

5.2.1.3 An access door leading directly to the engine room from the weather deck should befitted with a coaming of height of at least:

Location Height

Position 1 600 mm

Position 2 380 mm5.2.1.4 Coaming height, construction and securing standards for weathertight doors which

are provided for use only when the yacht is in port or at anchor in calm shelteredwaters and are locked closed when the yacht is at sea, may be consideredindividually.

5.2.2 Companion hatch openings

5.2.2.1 Companionway hatch openings which give access to spaces below the weather deckshould be fitted with a coaming, the top of which is at least 300mm above thedecks.

5.2.2.2 Washboards may be used to close the vertical opening. When washboards areused, they should be so arranged and fitted that they will not be dislodged readily.Whilst stowed, provisions are to be made to ensure that they are retained in asecure location.

5.2.2.3 The maximum breadth of an opening in a companion hatch should not exceed onemetre.


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Part B, Section 5


5.3 Skylights

5.3.1 All skylights should be of efficient weathertight construction and should be locatedon or as near to the centreline of the yacht as practicable.

5.3.2 If they are of the opening type they should be provided with efficient means

whereby they can be secured in the closed position.

5.3.3 Skylights which are designated for escape purposes should be openable from eitherside, and in the direction of escape they are to be openable without a key. All

handles on the inside are to be non-removable. An escape skylight should bereadily identified and easy and safe to use, having due regard to its position.

5.3.4 The skylight glazing material and its method of securing within the frame should

meet an appropriate national or international standard. Authorised ClassificationSociety rules for "ships" are considered to meet these requirements.

A minimum of one portable cover for each size of glazed opening should beprovided which can be accessed rapidly and efficiently secured in the event of abreakage of the skylight.

5.4 Portlights

5.4.1 Portlights should be of strength appropriate to location in the yacht and meet anappropriate national or international standard. Authorised Classification Societyrules for "ships" are considered to meet these requirements. With regard tostructural fire protection, the requirements for the construction of certain portlightsshould meet the requirements of Section 15.

5.4.2 In general, all portlights fitted in locations protecting openings to spaces below theweather deck or fitted in the hull of the yacht should be provided with a

permanently attached deadlight which is to be capable of securing the openingwatertight in the event of a breakage of the portlight glazing. Proposals to fitportable deadlights will be subject to special consideration and approval by the

Administration, having regard for the location of the portlights and the readyavailability of deadlights. Consideration should be given to the provision ofoperational instructions to the Master as to when deadlights must be applied toportlights.

5.4.3 Portlights fitted in the hull of the yacht below the level of the freeboard deck shouldbe either non-opening or of a non-readily openable type and be in accordance witha standard recognised by the Administration. The lower edge of the portlightsshould be at least 500mm or 2.5% of the breadth of the yacht, whichever is the

greater, above the all-seasons load line assigned to the yacht. Portlights of the non-readily opening type must be secured closed when the yacht is in navigation and

indication provided on the bridge that they are closed.

5.4.4 Portlights should not be fitted in the hull in the way of the machinery space.


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Part B, Section 5


5.5 Windows

5.5.1 Windows should be of strength appropriate to their location in the yacht and meetthe requirements of a suitable national standard, such as BSMA 25, or an equivalent

international standard. Authorised Classification Society rules for "ships" areconsidered to meet these requirements.With regard to structural fire protection, the requirements for the construction ofcertain windows should meet the requirements of 15.

5.5.2 For all yachts where the glazing material, glazing thickness, or fixing of the windowsdoes not meet the requirements of a recognised standard, windows may be testedto the satisfaction of the Administration, at a minimum of four times the requireddesign pressure derived from an appropriate national or international standard.

Additionally, as a minimum, calculated thicknesses should meet authorisedClassification Society requirements for pleasure vessels or yachts. For windows

fitted with storm shutters, see 5.5.6.

5.5.3 When using a national or international standard, the following minimum designheads may be assumed when determining design head pressure.

First tier unprotected fronts 4.5 + L/100metres Second tier unprotected fronts 3.5 metres

Elsewhere 1.5 metres

5.5.4 In general, windows fitted in superstructures or weathertight deckhouses are to besubstantially framed and efficiently secured to the structure. The glass is to be ofthe toughened safety glass type.

5.5.5 Where chemically toughened safety glass is used, windows are to be of thelaminated type, the minimum depth of chemical toughening to be 30 microns onexposed faces. Regular inspections of the windows, with particular reference to thesurface condition, should form part of the operational procedures and annual survey

by an authorised Classification Society.

5.5.6 In general, windows should not be fitted in the main hull below the level of thefreeboard deck. Proposals to fit windows in the main hull below the level of thefreeboard deck will be subject to special consideration and approval by the

Administration, having regard for the location and strength of the windows and theirsupporting structure and, the availability of strong protective covers for thewindows. One item of special consideration should be operational instructions tothe Master as to when the strong protective covers must be applied to windows.

5.5.7 For all yachts, storm shutters are required for all windows in the front and sides offirst tier and front windows of the second tier of superstructures or weathertightdeckhouses above the freeboard deck. Where windows are of laminated

construction and their equivalent toughened safety glass thickness exceeds therequirements of the applied standard by a minimum of 30%, storm shutters neednot be carried, but a blanking plate(s) is to be provided so that any window openingmay be sealed in the event of glass failure. When storm shutters areinterchangeable port and starboard, a minimum of 50% of each size should beprovided.

5.5.8 Side and front windows to the navigating position should not be constructed ofpolarised tinted glass. (See Section 19.2.3)


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Part B, Section 5


5.6 Ventilators and Exhausts

5.6.1 Adequate ventilation is to be provided throughout the yacht. The accommodation isto be protected from the entry of gas and/or vapour fumes from machinery,exhaust and fuel systems.

5.6.2 Ventilators are to be of efficient construction and provided with permanentlyattached means of weathertight closure. Generally, ventilators serving any spacebelow the freeboard deck or an enclosed superstructure should have a coaming ofminimum height of:

Location Height

Forward quarter length 900 mm

Elsewhere 760 mm

5.6.3 Ventilators should be kept as far inboard as practicable and the height above thedeck of the ventilator opening should be sufficient to prevent the ingress of waterwhen the yacht heels.

5.6.4 The ventilation of spaces such as the machinery space, which must remain open,requires special attention with regard to the location and height of the ventilationopenings above the deck, taking into account the effect of down flooding angle onstability standard. (See section 11.)The means of closure of ventilators serving the machinery space should be selectedwith regard to the fire protection and extinguishing arrangements provided in themachinery space.

5.6.5 Engine exhaust outlets which penetrate the hull below the freeboard deck should beprovided with means to prevent back flooding into the hull through a damaged

exhaust system. A positive means of closure should be provided. The systemshould be of equivalent construction to the hull on the outboard side of the closure.

5.7 Air Pipes

5.7.1 Air pipes serving fuel and other tanks should be of efficient construction and

provided with permanently attached means of weathertight closure. Means ofclosure may be omitted if it can be shown that the open end of an air pipe isafforded adequate protection by other structure(s) which will prevent the ingress ofwater.

5.7.2 Where located on the weather deck, air pipes should be kept as far inboard aspracticable and be fitted with a coaming of sufficient height to prevent inadvertent

flooding. Generally, air pipes to tanks should have a minimum coaming height of:

Location Height

On weather deck 760 mm

Elsewhere 450 mm

5.7.3 Air pipes to fuel tanks should terminate at a height of not less than 760mm aboveeither, the top of the filler pipe for a gravity filling tank or, the top of the overflowtank for a pressure filling tank.


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Part B, Section 5


5.8 Scuppers, Sea Inlets and Discharges

The standards of ICLL should be applied to every discharge led through the shell ofthe yacht as far as it is reasonable and practicable to do so, and in any case, all seainlet and overboard discharges should be provided with efficient shut-off valvesarranged in positions where they are readily accessible at all times.

5.9 Materials for Valves and Associated Piping

5.9.1 Valves which are fitted below the waterline should be of steel, bronze or other

material having a similar resistance to impact, fire and corrosion. Non metallicvalves will not normally be considered equivalent.

5.9.2 The associated piping should, in areas as indicated above, be of steel, bronze,

copper or other equivalent material. Non metallic valves will not normally beconsidered equivalent.

5.9.3 Where the use of plastic piping is proposed, it will be considered and full details ofthe type of piping, its intended location, and use, should be submitted for approval;with regard to watertight integrity, any plastic piping should be above the waterline.Due regard should be paid to the IMO Fire Test Procedures Code.

5.9.4 The use of flexible piping in any location should be kept to a minimum compatiblewith the essential reason for its use. Flexible piping and the means of joining it toits associated hard piping system should be approved as fit for the purpose.

5.10 General Equivalence

Where yachts cannot fully comply with the requirements of this section, equivalentarrangements may be considered by the Administration. Such proposals should

take into account the following, although this should not be considered as anexhaustive list:

Openings to be kept closed at sea

Enhanced bilge pumping capacity and additional bilge alarms

Compliance with damage stability if not already a requirement (see Section 11)

Provision of dorade boxes or baffle systems to prevent direct ingress of water

Alternative ventilation for use in bad weather

Consideration of downflooding angle and reduced risk of green sea loads, i.e.protected position

Enhanced survey inspection regime

Operational Limitations


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Part B, Section 6


6. Water Freeing Arrangements

This section provides for consideration of the risks of green water being shipped aboard andthe resulting consequences with respect to the yachts stability and safety of personnel ondeck.

6.1 General

The standards for water freeing arrangements should comply with ICLL as far as it

is reasonable and practicable to do so.In any case the intention should be to achieve a standard of safety which is at leastequivalent to the standard of ICLL.

Additionally, where a well is created on each side of the yacht between a

superstructure or deckhouse, and the bulwark in way of that superstructure or deckhouse, the following formula may be used to determine the required freeing portareas on each side of the yacht for the well concerned:

FPREQ= 0.28 x Aw/ B

Where:FPREQ= Freeing port area required

Aw= Area of well in way of superstructure or deckhouseB = Full beam at deck

On sailing yachts, where the solid bulwark height does not exceed 150mm, specificfreeing ports, as defined above, are not required.

6.2 In individual cases, when the Administration considers that the requirements of ICLLcannot be met, the Administration may consider and approve alternativearrangements to achieve adequate safety standards. Freeing arrangements maytake account of a reduced permeability and volume of the well, when compared to afull size well.In considering an individual case, the Administration will take into account theyachts past performance in service and the declared area(s) of operation and anyother conditions which restrict the use of the yacht at sea which will be recorded onthe load line certificate issued to the yacht. (See section 4.1.3.)


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Part B, Section 6


6.3 Recesses

6.3.1 Any recess in the weather deck should be of weathertight construction and shouldbe self draining under all normal conditions of heel and trim of the yacht.

A swimming pool or spa bath, open to the elements, should be treated as a recess.

6.3.2 The means of drainage provided should be capable of efficient operation when theyacht is heeled to an angle of 10 in the case of a motor yacht (see 10.2), and 30in the case of a sailing yacht.The drainage arrangements should have the capability of draining the recess (when

fully charged with water) within 3 minutes when the yacht is upright and at the loadline draught. Means should be provided to prevent the backflow of sea water intothe recess.

6.3.3 When it is not practical to provide drainage which meets the requirements of 6.3.2,alternative safety measures may be proposed for approval by the Administration.Where the above requirements for quick drainage cannot be met, the effect onintact and damage stability should be considered taking into account the mass ofwater and its free surface effect.


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Part B, Section 7


7.

Machinery

This section outlines the minimum requirements for machinery, which are to be inaccordance with the requirements of one of the authorised Classification Societies. TheClass Notation should cover the minimum aspects defined within this chapter even if themachinery is not considered the primary means of propulsion.

7.1 For existing and new yachts the machinery and its installation should meetthe requirements of one of the authorised Classification Societies and of

SOLAS Regulations II-1/Part C - Machinery Installationsand II-1/Part E - AdditionalRequirements for Periodically Unattended Machinery Spaces, so far as is reasonableand practicable to do so.

7.2 In any case the intention should be to achieve a standard of safety which is at leastequivalent to the standard of SOLAS. Equivalence may be achieved byincorporating increased requirements to balance deficiencies and thereby achievethe required overall standard.

7.3 Where gas turbines are to be fitted, attention should be paid to the guidancecontained within the IMO High-speed Craft Code, and installation is to be to thesatisfaction of the Administration.


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Part B, Section 8


8. Electrical Installations

This section outlines the minimum requirements for electrical, installations which are to be inaccordance with the requirements of one of the authorised Classification, and should coverthe minimum aspects defined below. For sailing yachts, this should also cover the elementsnecessary to ensure safety of the yacht including control of the sails, where appropriate.

8.1 The electrical equipment and its installation should meet the standards ofSOLAS Regulations II-1/Part D - Electrical Installationsand II-1/Part E - Additional

Requirements for Periodically Unattended Machinery Spaces, where appropriate, sofar as it is reasonable and practicable to do so.

8.2 The emergency generator, if fitted, should be located above the uppermostcontinuous deck but may be located below this deck provided it is protected fromthe effects of fire and flooding. In all cases, the emergency generator should beseparated from main generators and main switchboard by a division capable ofensuring its continued operation. The emergency generator should be readilyaccessible from the open deck.


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Part B, Section 9


9. Steering Gear

This section outlines the minimum requirements for steering gear, which are to be inaccordance with the requirements of an authorised Classification Society. The Class Notationshould cover the minimum aspects defined within this chapter. Due regard is to be paid tothe requirements for emergency steering.

9.1 For existing and new yachts, the steering gear and its installation should meet thestandards of SOLAS Regulations II-1/Part C - Machinery Installations, so far as it is

reasonable and practicable to do so.

9.2 In any case, the intention should be to achieve a standard of safety which is at least

equivalent to the standard of SOLAS. Equivalence may be achieved byincorporating increased requirements to balance deficiencies and thereby achievethe required overall standard.


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Part B, Section 10


10. Bilge Pumping

This section outlines the minimum requirements for bilge pumping, which are to be inaccordance with the requirements of one of the authorised Classification Societies. The ClassNotation should cover the minimum aspects defined within this chapter. The principleobjective of this section is that in the event of one compartment being flooded, which may or

not be the engine room, there is an ability to control any leakage to adjacent compartments.

General Requirements

10.1 For all yachts, the bilge pumping and its installation should as a minimum meet the cargovessel standards of SOLAS Regulations II-1/Part B - Subdivision and Stability Regulation 21.

Equivalence may be achieved by incorporating increased requirements to balancedeficiencies and thereby achieve the required overall standard.The bilge pumping equipment and its installation should meet with the requirementsof an authorised Classification Society .In the event that the above requirements cannot be met on an existing yacht, the

Administration may be requested to consider alternative arrangements to achieveadequate safety standards.

10.2 All yachts should be provided with at least two fixed and independently poweredpumps, with suction pipes so arranged that any compartment can be effectivelydrained when the yacht is heeled to an angle of 10. A minimum of two pumpsshould be provided. The capacity of the pumps and the size of the bilge main andbranches should meet the capacity requirements for passenger ships contained in

SOLAS.

10.3 The location of pumps, their individual power supplies and controls, including thosefor bilge valves, should be such that in the event of any one compartment beingflooded another pump is available to control any leakage to adjacent compartments.

10.4 Each bilge pump suction line should be fitted with an efficient strum box.

10.5 In the case of a yacht where the propulsion machinery space may be unmanned atany time, a bilge level alarm should be fitted. The alarm should provide an audibleand visual warning in the Master's cabin and in the wheelhouse. The audible andvisual alarm may be accepted elsewhere if it is considered that such a location may

be more appropriate.

10.6 Pumping and piping arrangements for bilges into which fuel or other oils of similaror higher fire risk could collect, under either normal or fault conditions, should bekept clear of accommodation spaces and separate from accommodation bilgesystems. Bilge level alarms meeting the requirements of 10.5 should be fitted to allsuch bilges.


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Part B, Section 11


11. Stability

This section outlines the minimum requirements for intact and damage stability. For yachtsless than 85m Load Line length, a minor damage methodology is adopted in which damage isassumed not to occur on any bulkhead, deck, or other watertight boundary.

11.1 General

11.1.1 This section deals with the standards for both intact and damage stability.

11.1.2 An intact stability standard proposed for assessment of a yacht type not covered bythe standards defined in the Code should be submitted to the Administration forapproval at the earliest opportunity.

11.1.3 If used, permanent ballast should be located in accordance with a plan approved bythe Administration and in a manner that prevents shifting of position. Permanentballast should not be removed from the yacht or relocated within the yacht withoutthe approval of the Administration. Permanent ballast particulars should be noted inthe ships stability booklet. Attention should be paid to local or global hull strengthrequirements from the point of view of the fitting of additional ballast.

11.2 Intact Stability Standards

11.2.1 Motor yachts

11.2.1.1 Monohull Yachts

The curves of statical stability for seagoing conditions should meet the followingcriteria:.1 the area under the righting lever curve (GZ curve) should not be less than

0.055 metre-radians up to 30 angle of heel and not less than 0.09 metre-radians up to 40 angle of heel, or the angle of downflooding, if this angle isless;

.2 the area under the GZ curve between the angles of heel of 30 and 40 orbetween 30 and the angle of downflooding if this is less than 40, should notbe less than 0.03 metre-radians;

.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heelequal to or greater than 30;

.4 the maximum GZ should occur at an angle of heel of preferably exceeding 30but not less than 25;

.5 after correction for free surface effects, the initial metacentric height (GM)should not be less than 0.15 metres; and

.6 in the event that the yachts intact stability standard fails to comply with thecriteria defined in .1 to .5 the Administration may be consulted for the purpose

of specifying alternative but equivalent criteria.

11.2.1.2 Multi-hullsThe curves of statical stability for seagoing conditions should meet the followingcriteria:.1 the area under the righting lever curve (GZ curve) should not be less than

0.075 metre-radians up to an angle of 20 when the maximum righting lever


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(GZ) occurs at 20 and, not less than 0.055 metre-radians up to an angle of30 when the maximum righting lever (GZ) occurs at 30 or above. When themaximum GZ occurs at angles between 20 and 30 the corresponding areaunder the GZ curve, Areqshould be taken as follows:-

Areq= 0.055 + 0.002(300-max) metre.radians;

where max is the angle of heel in degrees where the GZ curve reaches itsmaximum.

.2 the area under the GZ curve between the angles of heel of 30 and 40, or

between 30 and the angle of downflooding if this is less than 40, should notbe less than 0.03 metre-radians;

.3 the righting lever (GZ) should be at least 0.20 metres at an angle of heelwhere it reaches its maximum;

.4 the maximum GZ should occur at an angle of heel not less than 20;

.5 after correction for free surface effects, the initial metacentric height (GM)should not be less than 0.15 metres; and

.6 if the maximum righting lever (GZ) occurs at an angle of less than 20approval of the stability should be considered by the Administration as aspecial case.

11.2.1.3For the purpose of assessing whether the stability criteria are met, GZ curves shouldbe produced for the loading conditions applicable to the operation of the yacht.

11.2.1.4Superstructures

11.2.1.4.1 The buoyancy of enclosed superstructures complying with regulation 3(10)(b)of the ICLL may be taken into account when producing GZ curves.

11.2.1.4.2 Superstructures, the doors of which do not comply with the requirements ofregulation 12 of ICLL, should not be taken into account.

11.2.1.5 High Speed YachtsIn addition to the criteria above designers and builders should address the followinghazards which are known to affect yachts operating in planing modes or thoseachieving relatively high speeds:.1 directional instability, often coupled to roll and pitch instabilities;.2 bow diving of planing yachts due to dynamic loss of longitudinal stability in

calm seas;.3 reduction in transverse stability with increasing speed in monohulls;.4 porpoising of planing monohulls being coupled with pitch and heave

oscillations;.5 generation of capsizing moments due to immersion of chines in planing

monohulls (chine tripping).

11.2.2 Sailing yachts

11.2.2.1 Monohulls.1 Curves of statical stability (GZ curves) for at least the Loaded Departure with

100% consumables and the Loaded Arrival with 10% consumables should beproduced.


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.2 The GZ curves required by .1 should have a positive range of not less than90.For yachts of more than 45m, a range of less than 90 may be consideredbut may be subject to agreed operational criteria .

.3 In addition to the requirements of .2, the angle of steady heel should begreater than 15 degrees (see figure). The angle of steady heel is obtainedfrom the intersection of a "derived wind heeling lever" curve with the GZ

curve required by .1.

In the figure:

'DWHL' the "derived wind heeling 1v" at any angle

=0,5 x WLO x Cos13

GZfwhere WLO =

Cos13f

Noting that:WLO= is the magnitude of the actual wind heeling lever at 0 which would cause

the yacht to heel to the 'down flooding angle' for 60 whichever is least.GZf= is the lever of the yacht's GZ at the down flooding angle (f) or 60

whichever is least.d= is the angle at which the 'derived wind heeling' curve intersects the GZ

curve. (If d is less than 15 the yacht will be considered as havinginsufficient stability for the purpose of the Code).

f= the 'down-flooding angle' is the angle of heel causing immersion of the

lower edge of openings having an aggregate area, in square metres, greater than:

, where = yachts displacement in tonnes1500

All regularly used openings for access and for ventilation should be considered whendetermining the downflooding angle. No opening regardless of size which may lead


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to progressive flooding should be immersed at an angle of heel of less than 40. Airpipes to tanks can, however, be disregarded.If, as a result of immersion of openings in a superstructure, a yacht cannot meetthe required standard, those superstructure openings may be ignored and theopenings in the weather deck used instead to determine f. In such cases the GZcurve should be derived without the benefit of the buoyancy of the superstructure.

It might be noted that provided the yacht complies with the requirements of11.2.2.1.1, 11.2.2.1.2 and 11.2.2.1.3 and is sailed with an angle of heel which is nogreater than the 'derived angle of heel', it should be capable of withstanding a wind

gust equal to 1.4 times the actual wind velocity (i.e. twice the actual wind pressure)without immersing the 'down-flooding openings', or heeling to an angle greater than60.

11.2.2.2 Multi-hull.1 Curves of statical stability in both roll and pitch shall be prepared for at least

the Loaded Arrival with 10% consumables. The VCG shall be obtained by oneof the three methods listed below:.1 inclining of complete craft in air on load cells, the VCG being calculated

from the moments generated by the measured forces, or.2 separate determination of weights of hull and rig (comprising masts and

all running and standing rigging), and subsequent calculation assumingthat the hull VCG is 75% of the hull depth above the bottom of thecanoe body, and that the VCG of the rig is at half the length of the mast(or a weighted mean of the lengths of more than one mast), or

.3 a detailed calculation of the weight and CG position of all components ofthe yacht, plus a 15% margin of the resulting VCG height above theunderside of canoe body.

.2 if naval architecture software is used to obtain a curve of pitch restoringmoments, then the trim angle must be found for a series of longitudinalcentre of gravity (LCG) positions forward of that necessary for the design

waterline. The curve can then be derived as follows:

GZ in pitch = CG x cos (trim angle)

trim angle= tan-1

where:

CG= shift of LCG forward of that required for design trim, measured parallelto baseline

TFP= draught at forward perpendicular

TAP= draught at aft perpendicularLBP= length between perpendiculars

Approximations to maximum roll or pitch moments are not acceptable..3 Data shall be provided to the user showing the maximum advised mean

apparent wind speed appropriate to each combination of sails, such wind

speeds being calculated as the lesser of the following:


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Where:vW = maximum advised apparent wind speed (knots)LMR = maximum restoring moment in roll (N.m)LMP = limiting restoring moment in pitch (N.m), defined as the pitch restoring

moment at the least angle of the following:

a) angle of maximum pitch restoring moment, or

b) angle at which foredeck is immersed

c) 10 from design trim

AS = area of sails set including mast and boom (square metres)h = height of combined centre of effort of sails and spars above the

waterlineR = heel angle at maximum roll righting moment (in conjunction with LMR)P = limiting pitch angle used when calculating LMP(in conjunction with LMP)

AD = plan area of the hulls and deck (square metres)b = distance from centroid ofADto the centreline of the leeward hull

This data shall be accompanied by the note:

In following winds, the tabulated safe wind speed for each sail combinationshould be reduced by the boat speed.

.4 If the maximum safe wind speed under full fore-and-aft sail is less than 27knots, it shall be demonstrated by calculation using annex D of ISO 12217-2(2002) that, when inverted and/or fully flooded, the volume of buoyancy,expressed in cubic metres (m3), in the hull, fittings and equipment is greaterthan:

1.2 x (fully loaded mass in tonnes)thus ensuring that it is sufficient to support the mass of the fully loaded yachtby a margin. Allowance for trapped bubbles of air (apart from dedicated airtanks and watertight compartments) shall not be included.

.5 The maximum safe wind speed with no sails set calculated in accordance with.3 above should exceed 36 knots.

.6 Trimarans used for unrestricted operations should have sidehulls each havinga total buoyant volume of at least 150% of the displacement volume in thefully loaded condition.

.7 The stability information booklet shall include information and guidance on:.1 the stability hazards to which these craft are vulnerable, including the

risk of capsize in roll and/or pitch;.2 the importance of complying with the maximum advised apparentwind

speed information supplied;


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Part B, Section 11


.3 the need to red

super yacht code belizee flag

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